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47th Congress, ) SENATE. t Mis. Doc. 

1st Session. J \ No. 15. 




LETTER 

FROM THE 

COMMISSIONERS OF THE DISTRIC )LUMBIA 

TRANSMITTING, 

In obedience to an act approved February 23, 1881, a report upon a proper 
site for a union depot in the city of Washington. 



December 13, 1331. — Referred to the Committee ou the District of Columbia and 

ordered to be printed. 



Office of the Commissioners, 

District of Columaia, 
Washington, December o, 1881. 

Sir : The Commissioners have the honor, in obedience to the require- 
ments of the act of Congress entitled "An act to authorize the Com- 
missioners of the District of Columbia to recommend a proper site for 
a union railroad depot in the city of Washington, and for other purposes," 
approved February 23, 1881, to transmit herewith to Congress the report 
in detail of the Engineer Commissioner of the District on this important 
subject. 

This report is accompanied by a bill deemed suitable to carry into 
effect the plans and recommendations of the engineer, and both are 
based on the assumption that the tracks of the Baltimore and Potomac 
Railroad are to remain, as at present, on Virginia and Maryland avenues, 
and that the railroad crossing of the Potomac River is to be, as at pres- 
ent, on what is known as the Long Bridge. Should Congress conclude 
to make these avenues and this bridge the permanent line of railroad 
communication, connecting the northern and southern routes, it is be- 
lieved that no better solution of the problem presented cau be offered 

But while the Commissioners are of the opinion that the public interests 
will be best promoted by a common station for the several roads that 
enter or may enter the District, and by the location of this station as 
nearly as can conveniently be done to the river front, and to the center 
of population and business in the District, a majority of them are incliued 
to prefer a more southern line than the one indicated. 

The tracks of the Baltimore and Potomac Road now emerge from the 
tunnel on K street south, and that street in connection with Water street 
offers a feasible, direct, and economical route to the north end of Long 
Bridge, where a common and convenient passenger station could be lo- 
cated ; aud ample and suitable sites for freight depots abound in tli e imme- 
diate vicinity, and in convenient proximity to the wharves of the city. 
Moreover, should any Of the roads desire in the future to cross the river 
at some other point above the Long Bridge, and even above George- 
town, the same line extended along or near the water front would place 



U&2 ' 

2 SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 

within their reach all available crossings. This line, also, while it would 
interfere but little with the interests of property, would bring the rail- 
road traffic into more immediate contact with the river traffic, and would 
relieve the important avenues above referred to of an incumbrance, 
which virtually destroys the value of the property abutting thereon for 
all other uses, and most injuriously affects the general interests of that 
portion of the city which they traverse. 

Should this line be preferred by Congress, the two roads would unite 
at the intersection of the James Creek Canal and K street, south, by a 
deflection of the proposed line of the Baltimore and Ohio Eoad from 
New Jersey avenue by way of Canal street. 
By order of the Board. 
Very respectfully, 

J. DENT, 

President. 
Hon. David Davis, 

President pro tempore United Slates Senate. 



Office of the Engineer Commissioners, 
District of Columbia, 
Washington, December 5, 1881. 
Gentlemen : In obedience to the requirements of the act of Con- 
gress approved February 23, 1881, and referred to me by the board for 
report, I have the honor to submit the following report and communi- 
cations. 

The act referred to reads as follows : 

AN" ACT to authorize the Commissioners of the District of Columbia to recommend a proper site for 
a union railroad depot in the city of Washington, and for other purposes. 

Be it enacted by the Senate and Mouse of Representatives of the United States of America 
in Congress assembled, That the Commissioners of the District of Columbia be, and 
they are hereby, authorized to recommend a suitable site for a union railroad depot for 
all the railroad companies whose tracks enter or terminate in said city, having due re- 
gard as well to the interests of the residents and property owners of the District of 
Columbia as to the chartered rights and pecuniary investments of the railroad com- 
panies to be affected by the action of Congress in the premises; but if, in the judg- 
ment of the said commissioners, it is better for the interests of all parties concerned 
that two depots should be established, the one on the northern and the other on the 
southern side of the city of Washington, then to make selection of the two sites for 
the respective depots, and to report their action in the premises, with proper plats, to 
Congress, during the present session, but if that is not practicable, then to report on 
the first Monday of December, eighteen hundred and eighty-one, with a bill contain- 
ing such further provisions as they may deem best calculated to secure the use by said 
railroad companies of said union depot if so selected; or in case of the selection of the 
two depots aforesaid to secure the use of the northern depot by the company or compan- 
ies whose road or roads enter the city of Washington nearest to said northern depot, 
and the use of the southern depot by the company or companies whose road or roads 
enter the said city nearest to said southern depot, and to compel the vacation of all 
other depots and the removal of all tracks not necessary for use in reaching the depot 
or depots intended to be established under the provisions of this act: Provided, That 
such union depot or the two depots herein referred to, whichever may be selected, 
shall be provided by said railroad companies free from expense to the United States or 
the District of Columbia. 

Approved February 23, 1831. 

The first question to be decided is whether it is to the interest of all 
parties concerned to concentrate the passenger and express business 
of all the steam railways which enter the city at one point. 
^The existing lines are the two branches of the Baltimore and Ohio, 
and the Baltimore and Potomac Bailway. 



SITE FOE A UNION DEPOT IN CITY OF WASHINGTON. 3 

The Washington branch of the Baltimore and Ohio Eailroad now 
enters the city limits at Boundary street, between Ninth and Tenth 
streets, northeast ; crossing Boundary a few feet below grade ; passing 
in a southwesterly direction across Ninth, Eighth, Seventh, Sixth, L, 
K, I, Fifth, Fourth, Third, and Second streets, several feet above grade 
of each ; follows Delaware avenue on grade as far as E street northeast, 
and thence several feet below grade across D street and North Capitol 
street to the depot on New Jersey avenue. This road has been con- 
structed without regard to the established grades of the several streets 
and avenues which it occupies or crosses. This fact which, at the time, 
was probably considered of little importance, has, by reason of the 
growth of the city, become a serious nuisance and the cause of con- 
stantly increasing comidaint. 

The Metropolitan branch of the same road enters the city limits at 
Boundary street, between First and Second streets northeast, and con- 
tinues down First street on grade to Delaware avenue, where it unites 
with the Washington branch. Down to this point it is open to the or- 
dinary objections to steam railroads which occupy the greater part of a 
narrow street at grade, and cross the intersecting streets also at grade. 

The Baltimore and Potomac Bail way now enters the city limits at the 
Eastern branch, between L and M streets south, crosses Fifteenth, Four- 
teenth, Thirteenth, and Twelfth streets, and thence in tunnel along the 
general line of Virginia avenue and K street south to the west building 
line of Sixth street, where it emerges upon the grade of K street and 
follows the line of this street, conforming approximately to the street 
grades to Canal street; thence along Canal street to Virginue avenue, 
along Virginia avenue to Maryland avenue, and along Maryland avenue 
to the Long Bridge, conforming to the street grades. This road occu- 
pies the two great avenues in the southwest portion of the city at grade, 
and employs them for standing trains and for the unloading of heavy 
freights, to the great discomfiture of the ordinary business and travel of 
the streets. It also crosses the grand park which extends from the 
Capitol to the Executive Mansion, and prevents its improvement. 

At present the southern line of railway has no authority to enter the 
city. In the establishment of a common central station the potent fac- 
tor in the problem should not be ignored, but equal rights should be 
granted to it in common with the other roads. Under the provisions of 
the act, in obedience to which this report is made, the Commissioners 
have to deal only with the existing lines. They may, however, recom- 
mend that no discrimination be made in favor of these roads as against 
the interests of other lines Avhich may desire to enter the city from the 
south. 

After a careful examination of the whole subject, I am strongly of 
the opinion that the best interests of the city and also of the railroads 
which are to be affected by the proposed action, require that a common 
central station should be established at the nearest practicable point to 
the center of the business interest of the city; that this station should 
be reached by lines either above or below the established grades of the 
several streets and avenues which it may become necessary to occupy 
or cross, and that the passage ot the Potomac River southward from the 
city should be made possible for all upon reasonable conditions. It is 
to be understood, however, that the building of this central station 
should not in any way interfere with the location of such other depots 
and landings as may from time to time be found necessary for the trans- 
action of the business of the roads, or for the convenience of the local 
traveling public. 



4 SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 

In connection with the choice of a location for the central depot the 
proper point of passage of the Potomac River must also be considered. 
It has been proposed at different times heretofore to cross above George- 
town, or from Analostan Island to the Observatory Point. I am of the 
opinion that neither of these points is suitable for the passage of a joint 
line, being remote and involving difficult and expensive connections with 
existing lines of railway. Such a selection would in fact compel an un- 
necessary extension of the roads through what is now, or will become 
in the future, a thickly settled and valuable part of the city. It would 
also involve the necessity of crossing the public parkings between the 
Executive Mansion and the river. The position at the Observatory Hill is 
objectionable as the site for a bridge, which must necessarily be provided 
with a draw for the passage of vessels, on account of the curvature of the 
river at that poin t. ( The depth of water is al so very great. ) Any other ob- 
jections which can'bemade to a bridge lower down the stream will apply 
with equal force to it. The present site of the Long Bridge is probably 
the most convenient point of crossing. The present structure is, how- 
ever, in many ways objectionable, and should be removed and replaced 
by a properly constructed bridge with such lengths of span as will offer 
the least possible obstruction. The present spans are about 140 feet in 
length. The piers are built upon piles surrounded by riprap. The 
center of the stream is obstructed by the remains of the draAV pier of an 
old bridge, and by long lines of piles still visible at low water, belonging 
to the same structure. The river at this point is practically dammed 
by the useless obstructions which have at different times been placed in 
it. During the freshet of last spring the ice grounded in one solid mass 
from the bar opposite Seventeenth street, down to the Long Bridge, and 
backed the water over all the low lands south of Pennsylvania avenue. 
The possibility of a recurrence of such a flood can be avoided by removing 
the present obstructions, and by replacing the present bridge by one of 
proper construction. 

Assuming that the foot of Maryland avenue is the proper point for the 
passage of the river, the choice of a site for the union station for passen- 
gers and express freights would appear to be confined between the head 
of the Long Bridge and Reservation 17. The center of the property valu- 
ations of the city is now at the intersection of Eighth and E streets, north- 
west. Reservation 17 is distant from this center one mile and a half by 
the nearest practical approach. Its selection would furthermore involve 
excessively deep cutting and heavy gradients along the line of connec- 
tion of the Baltimore and Ohio Railway. For these reasons it appears 
to be advisable to select some point west of Sixth street and south of 
street, southwest. 

The intersection of Maryland and Virginia avenues, or some spot be- 
tween that intersection and the head of theLong Bridge, appears to fulfill 
most nearly all the conditions necessary to the convenience of the travel- 
ing public, and to offer no unreasonable difficulties along the lines of 
approach of any of the roads interested. Having this point in view for 
the site of the union depot, it is necessary to consider whether the ap- 
proaches of the several railway lines are practicable at a not unreason- 
able expense. 

It is not to be expected that steam railroads can avail themselves of 
the advantages of depots lying within the city limits and close to its 
business centers without being subject to large expense incurred for 
the purpose of avoiding unnecessary interference with the other inter- 
ests of the city. If it should be found to the interest of the railways 
not to enter the city, but to establish their depots in the suburbs and 



SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 

outside of the corporate limits, no reasonable objection could be made. 
If by circuitous routes, not occupying or crossing* the public highways, 
the several lines could be concentrated at a point suitable for a union 
station, all difficulties would be obviated. It is assumed, however, that 
no such possibility exists and that the lines must traverse the thickly 
settled parts of the city. 

In the case of the Baltimore and Ohio Eailroad it is proposed to unite 
the two branches of this road at some point outside the city limits, to 
be selected by the company, and bring them into the city at Boundary 
street on the line of Twelfth street east and on the established city 
grade. Thence the road will follow the line of Twelfth street south- 
ward on the grade of the street to G street, at which point the grade 
changes so as to enter a tunnel at the north building line of Maryland 
avenue. Following the line of Twelfth street southward the tunnel 
continues to Lincoln Square, and passing beneath this square turns into 
the line of North Carolina avenue, which it follows to the west building 
line of Second street east. At this point the city grades fall precipi- 
tously to the low grounds, and a short open cut connects the tunnel with 
an elevated road which follows the same line of North Carolina avenue 
to its intersection with Virginia avenue, southwest; tbence along the 
line of Virginia and Maryland avenues to the head of the Long Bridge. 

In the case of the Baltimore and Potomac Railroad, if it should be 
considered necessary to keep the entire line below and above grade, it 
will be necessary to adopt one of two alternatives: 

First. To deflect the line where it is in tunnel' at Eighth street and 
Virginia avenue, southeast, northward along the line of Eighth street, 
continuing in tunnel to E street south; thence along E street to the 
west building line of Third street east; thence by a short open cut and 
elevated road on the line of E street to connect with the line heretofore 
described for the Baltimore and Ohio Railroad. 

Second. To leave the line in its present position, but requiring the 
tracks to be elevated from the end of the tunnel at tbe intersection of 
Sixth and K streets, southeast, so as to pass twenty feet above tbe es- 
tablished grade of New Jersey avenue and joining the line of the Bal- 
timore and Ohio on Virginia avenue between South Capitol and First 
streets. 

Either of these alternative methods is expensive, the cost being about 
6400,000. It is questionable whether the value of the property interests 
south of the line is such as to warrant the passage of an act of Congress 
compelling the immediate expenditure. I am disposed to leave this ques- 
tion to be decided in the future. 

This road has its depot at Sixth street and Pennsylvania avenue, 
which is reached by branches from tbe main line on Virginia avenue 
and Maryland avenue, down the line of Sixth street, running across the 
mall and cutting off the Capitol from the Executive Mansion and public 
buildings. When the privilege of this location was granted to the com- 
pany, the mall east of Sixth street was unimproved and the objection 
was not so obvious. At present this improvement is progressing by 
annual appropriations, and the presence of the depot and tracks is a 
serious and unsightly obstruction. These branch lines are open to the 
common objection of occupying the greater part of a narrow street at 
grade. These tracks should be removed and the road should be con- 
fined to the line of Virginia and Maryland avenues as in the case of the 
Baltimore and Ohio Railroad. 

The lines of the two railways, having been united upon Virginia ave- 
nue, should be carried by a sub-grade to the head of the Long Bridge. 



6 SITE FOE A UNION DEPOT IN CITY OF WASHINGTON. 

A shorter and more direct route might be chosen, but would involve the 
condemnation of private property. 

Whether the union depot should be allowed to occupy the public land 
at the intersection of Maryland and Virginia avenues, or should be 
placed upon private land condemned for the purpose, is a question to 
be decided by Congress. 

I therefore recommend, in obedience to the terms of the resolution of 
Congress : 

1st. That a point at or near the intersection ot Maryland and Virginia 
avenues southwest be selected as a site for a union railroad depot for 
all the steam railways which enter or terminate in the city of Wash- 
ington. 

2d. That the roads interested be authorized to construct a joint line of 
four-tracked road westward from the union depot to the head of the 
Long Bridge, along the line of Maryland avenue, and eastward along 
the line of Virginia avenue to a point at or near South Capitol street. 

3d. That from the point of junction with the Baltimore and Ohio Kail- 
road the Baltimore and Potomac Railroad be authorized to continue 
the use of its line eastward, as now located, by a single or double track, 
subject to such alteration as maybe necessary to effect the said junction, 
and subject to such alterations as Congress may hereafter see fit to 
direct. 

■4th. That from its point of junction with the Baltimore and Potomac 
Railroad at or near South Capitol street the Baltimore and Ohio Rail- 
road be authorized to construct a line of double-tracked road eastward 
across Reservation 17 and along North Carolina avenue to Lincoln 
square, thence along Twelfth street northward to Boundary street. 

5th. That the general construction of the proposed roads shall be as 
follows : 

For the Baltimore and Ohio double-tracked line. 

From Boundary street south, conforming to the established grade of 
Twelfth street, to G street; thence by open cutting 476 feet, more or less ; 
thence by tunnel passing Maryland avenue at reference 42.5 feet above 
the city datum, to Lincoln square, and by tunnel under that square to 
North Carolina avenue; thence along North Carolina avenue, by open 
cutting and beam tunnels at the several street crossings, to Second 
street southeast, which shall be crossed at reference 46.6; thence by 
open cutting and viaduct passing New Jersey avenue at reference 47, 
and dropping the grade of that avenue four feet; across Reservation 17, 
upon the line of North Carolina avenue, to the intersection of Virginia 
avenue. 

For the joint line. 

From the point of junction by viaduct, carrying four tracks to a point 
between Third and Four-and-a-half streets; thence by open cutting and 
beam tunnels at the street crossings, passing Four-and-a-half street at 
reference 13, to the union depot, and thence by similar construction to 
the head of the Long Bridge. 

6th. These lines to be built substantially in accordance with the plans 
submitted herewith, but subject, upon the application of the railroad 
companies, to such modifications as to grades and in the construction 
of the beam tunnels and the elevated viaducts as may, in the opinion of 
the Commissioners of the District, not interfere with the interests of 
the public. 



SITE FOR A UNION DEPOT IN CITY OP WASHINGTON. 7 

The following are the estimates upon the lines first located : 
For the Baltimore and Ohio Railroad (construction for two tracks) : 

Open cut on Twelfth street northeast, from south building line of G 
street to north building line of Maryland avenue, 431.41 liuear feet, at 
$61.75 $25,839 56 

Brick tunnel under Twelfth street northeast, Lincoln square, and North 
Carolina avenue, from north building line Maryland avenue to west 
building line of Eleventh street southeast, 3,253 linear feet, at $96.63. 314. 337 32 

Sunken road, protected by parapet walls and iron railing, with beam 
tunnel crossings at intersecting streets, on North Carolina avenue, 
from west building line of Eleventh street southeast to west building 
line of Second street southeast, 2,988 linear feet of sunken road, at 
$131.15 391,876 20 

810 linear feet crossings, at $198.07 160,436 70 

Open cut from west building line of Second street southeast to begin- 
ning of elevated road, 405 linear feet, at $61.75 25, 008 75 

Elevated road (viaduct) on North Carolina avenue and E street south to 
New Jersey avenue, 520 linear feet, at $81.50 42, 380 00 

Total for Baltimore and Ohio independent line 959, 878 60 



For the Baltimore and Potomac Railroad (construction for two tracks) : 
Brick tunnel from the intersection of Eighth street and Virginia avenue 

southeast, under Eighth street and E street, to west building line of 

Third street southeast, 3,281.83 linear feet, at $96.63 $317, 134 13 

Open cut on E street, from west building line on Third street southeast 

to beginning of elevated road, 604.41 linear feet, at $61.75 37,322 32 

Elevated road (viaduct) on E street to New Jersey avenue, 625 linear 

feet, at $81.50 .'. 50,937 50 



Total for Baltimore and Potomac independent line 405, 393 95 



For the combined roads west of New Jersey avenue (construction for four tracks) : 
Elevated road (viaduct) on E street south and Virginia avenue to a 
poiut between Four-and-a-half and Sixth streets southwest, 3,403 

linear feet, at $146.25 $497,688 75 

Open cut connecting elevated road with sunken road and beam tunnel 
at east building line of Seventh street southwest, on Virginia avenue, 

1,072 linear feet, at $75.61 ' 81,053 92 

Sunken road, protected, by parapet walls and iron railing, with beam 
tunnel crossings at intersecting streets, on Virginia avenue and Mary- 
land avenue, from east building line of Seventh street southwest to 
west building line Twelfth street southwest, 1,393.15 linear feet sunken 

road, at $136 169,468 40 

551.5 linear feet crossings, at $276.85 153,783 77 

Open cut on Maryland avenue, from west building line Twelfth street 
southwest to Fourteenth street southwest, 1,171.23 linear feet, at 
$75.61 .' , 78,556 70 

Total for the combined roads west of New Jersey avenue 1, 000, 551 54 

SUMMARY. 

Independent line Baltimore and Ohio to New Jersey avenue $959,878 60 

Independent line Baltimore and Potomac to New Jersey avenue *405, 393 95 

Combined lines west of New Jersey avenue 1, 000, 551 54 

Grand total 2,365,824 09 

If E street should he widened, as indicated on plan, the land con- 
demnation will he ahout $40,000. 

If the grades on the viaduct he reduced to 47 at New Jersey avenue 
and 13 at Four-and-a-half street, the length of viaduct will he reduced 

*The Baltimore and Potomac Railroad will have to pay for a right of way in tunnel 
under private property at Eighth and E streets east, depending upon the radius as- 
sumed for the curve. 



8 



SITE FOE A UNION DEPOT IN CITY OF WASHINGTON. 



by 620 feet, and the cost be reduced by $191,925, but the corresponding 
increase of open cut (620 feet) adds to the cost of the latter §45,215. 
Net reduction, $146,710. 

The general map shows another bine for the viaduct, immediately 
south and about 110 feet longer, passing through Eeservation 17. It 
shows also the present line of the Baltimore and Potomac Railroad (pass- 
ing through Eeservation 17), which might be retained by the latter com- 
pany as an elevated road, joining the Baltimore and Ohio Railroad on 
Virginia avenue. 

The following table shows the possible combination of these several 
routes and cost : 



Combination. 



oO 
a 

|g . 

a 2 2 



r-* ° 


■Ha 




w a 


t>J 






a p? 




a o 

-gT=S 


ineo 
Mai 




5 


§ « 2 




D 


-3 


$685, 000 00 


$677, 045 67 


$2, 645, 428 60 


670, 000 00 


636, 216 92 


2, 483, 769 52 


600, 000 00 


776, 221 92 


2, 586, 025 52 


585, 000 00 


723, 365 00 


2, 433, 231 50 



Northerly line of viaduct with high grades 
and present line of Baltimore and Potomac 
Railroad 

Northerly line of viaduct with low grades 
and present line of Baltimore and Potomac 
Railroad 

Southerly line of viaduct with high grades 
and present line of Baltimore and Potomac 
Railroad 

Southerly line of viaduct with low grades 
and present line of Baltimore and Potomac 
Railroad 



$1, 283, 383 60 



1, 177, 502 60 
1, 209, 803 60 
1, 124, 866 50 



If elevated road for the Baltimore and Potomac Railroad is constructed 
only from New Jersey avenue to junction, the cost of the road will be 
about $160,000 on low grade and $170,000 on high grade, for a perma- 
nent causeway of masonry. If temporary works be used the cost will 
be very largely reduced. 

AH the estimates are considered very liberal for work of the best and 
most permanent character. By the substitution of iron bridges for the 
beam tunnels and of iron elevated railways for the viaducts, a very great 
saving in first cost could be effected. 

In regard to the right of the existing railways to occupy their present 
lines some difficulties may arise. 

In the case of the Baltimore and Potomac Company the right of appeal 
and revision was specially reserved by Congress in the acts granting 
the privileges. 

No such reservation appears to have been made iiu the grants to the 
Baltimore and Ohio Company, which may therefore claim that its rights 
are vested, its charter irrepealable, and that no constitutional power 
exists to remove its tracks, depots, and stations. If this claim should 
prove to be well founded, some trouble may be met in removing the exist- 
ing roads unless the company should find it to its advantage to aban- 
don its present lines in consideration of advantages to be gained by the 
new connections. Or if Congress should peremptorily order the removal 
of the present lines, some recourse for damages may be provided for by 
appeal to the Court of Claims. 

The act of March 2, 1831 (4 Stat., 476), grants the original charter. 
This act is continued in force by an act approved February 26, 1834. 



SITE FOE A UNION DEPOT IN CITY OF WASHINGTON. 9 

Supplementary act March 3, 1835 (4 Stat., 757), prescribes the route, 
but prohibits (section 2) the construction south of Delaware avenue and 
H street until the plans are approved by the mayor and council. 

The same act (section 5) prohibits the use of steam " on any rjart of the 
said road within the city of Washington, except in such parts as may 
be agreed to by the corporate authorities of said city." This act was 
passed after the corporate authorities had given their consent and ap- 
proval of the route by a resolution of February 3, 1835 (Corporation 
Laws, vol. 4, p. 32). By an act approved April 9, 1835, the mayor and 
council (Corporation Laws, vol. 4, p. 21) accepted the route shown on 
plans of the Baltimore and Ohio Bailroad Company under certain con- 
ditions as to furnishing bridges over the road. The same act authorized 
the use of steam on any part of the track as far as New Jersey avenue 
and C street (present depot site), ■"until otherwise directed by an act 
or ordinance of this corporation," reserving, however, the right to limit 
the rate of speed. 

In August, 1835, the corporation passed an act releasing the road from 
furnishing bridges, &c, on condition of paying the corporation $3,166.75. 
(Corporation Laws, 4, 53.) 

"Later the Baltimore and Ohio Bailroad Company extended their tracks 
from C street and New Jersey avenue to Pennsylvania avenue and 
Second street, and established a depot there. This location was very 
unsatisfactory to the corporation, and it was mutually agreed that the 
company would move away from Pennsylvania avenue and build a per- 
manent, substantial depot on square 632 (present location) on condition 
that the corporation should give them a more certain tenure of the right 
to use steam, which, by the corporation act of 1835 above quoted, was 
merely at the pleasure of the corporation. This was agreed to. A re- 
port of the committee of councils, giving a full history of this contro- 
versy, is found in the National Intelligencer of May 28, 1849. 

On May 30, 1849, the councils passed an act authorizing the mayor 
to carry the agreement into effect, i. e., the Baltimore and Ohio Com- 
pany to erect a permanent depot on square 632 and pay to the corpora- 
tion $7,200 for improvement of C and I) streets along the depot grounds, 
in consideration of which the company was granted the privilege of 
using steam for thirty years (46 Council Laws, p. 92). This agreement, 
how ever, does not appear to have been carried out at that time, for a 
year later (May 31, 1850, 47 Council, p. 383) a committee, consisting of 
the mayor and two councilmen, was appointed to confer with the Balti- 
more and Ohio Bailroad Company on the same subject and to make 
substantially the same conditions. It appears that this was accepted 
by the company, and the agreement made the next day, June 1, 1850. 
This gave the company, the right to use steam as far as New Jersey 
avenue and C stiv et up to June 1, 18S0. 

In 1866 the B Itimore and Ohio Company proposed to open a line 
from Monocacy . trect to Washington, known as the Point of Bocks 
Boad or Metropolitan Branch. They obtained their charter by act of 
Congress approved July 25, 1866, and the corporation (64 Council, p. 
74) gave them the right to come in on First street east (as now located), 
with the privilege " of using steam-engines thereon," without any lim- 
itation as to time. The same act, in section 3, extended the agreement 
of June 1, 1850, in regard to steam-engines on the Washington Branch 
another thirty years; *. e., to June 1, 1910. 

It appears, therefore, that so far as any action of the corporation of 
Washington can confer such privilege, the Baltimore and Ohio Bailroad 
Company has the right to use steam-engines in the city as follows : On 
S. Mis. 15 2 



10 SITE FOE A UNION DEPOT IN CITY OF WASHINGTON. 

the Washington Branch until June 1,1910 ; on the Metropolitan Branch 
no limitation. 

In conclusion, I have to say that while the location for the union de- 
pot and the routes leading thereto which I have recommended in this 
report are those which, in my opinion, are best calculated to advance 
the interests of the city, and to afford the greatest facilities for the trans- 
action of business, having due regard to the rights of the companies 
involved, I do not by any means contend that they are the only loca- 
tions and routes available for the purpose, or that may measurably 
fulfill the conditions mentioned. It may furthermore be found that the 
conflicting interests of the several roads centering in the city may be 
such that it will require the interposition of an independent transit com- 
pany to effect the concentration desired. 

I respectfully transmit herewith a draught of a bill designed to carry 
into effect the recommendations made; also the folio wiug maps and 
plans : 

One sheet, plans of proposed routes. 

One sheet, profile of same. 

One sheet, cross-sections. 
I am, very respectfully, 

W. J. TWINING, 
Major of Engineers, TJ. S. A., Engineer Commissioner. 

The Commissioners of the District of Columbia. 



List of charters, $c. 

BALTIMORE AND OHIO RAILROAD. 

March 2, 1831 (4 Stat., 476). — Authority to enter Washington. 

February 26, 1834 (4 Stat., 672).— Time extended. 

March 3, 1835 (4 Stat., 757). — Authority to cross certain squares. Defines the route. 

July 25, 1866 (14 Stat,, 250).— Authority for Point of Rocks Branch. 

BALTIMORE AND POTOMAC RAILROAD. 

February 5, 1867 (14 Stat., 387). — Charter and authority to enter Washington. 
March 18, 1869 (16 Stat., 1).— Defines the routes. 

June 21, 1870 (16 Stat., 161). — Authority to take possession of Long Bridge. 
March 3, 1871 (16 Stat., 585). — Authority to build depot on Virginia avenue. 
March 3, 1871 (16 Stat., 585). — Authority to chauge grade of Maryland avenue. 
May 21, 1872(17 Stat., 140). — Authority to build depot at Sixth and B streets, on 
public reservation. 



INDEX TO BILL. 

Sec. 1. — Removal of present tracks and depot. 

Sec. 2. — Line of Baltimore and Ohio track. 

Sec 3. — Line of Baltimore and Potomac track. 

Sec 4. — Line of the joint tracks. 

Skc 5. — Manner of constructing the tracks. 

Sec 6.— Depots. 

Sec 7. — Removal of present tracks and structures. 

Sec 8. — Manner of paying the expense of new construction. 

Sec 9. — Manner of acquiring land for depots, &c. 

Sec. 10. — Reserves right to alter, amend, or repeal. 

A BILL to define the routes of steam railroads in the city of Washington, and for other purposes. 

Be it enacted by the Senate and Rouse of Representatives of the United States of America in 
Congress assembled, That so much of the act of Congress approved March third, eighteen 
hundred and thirty-five, entitled "An act supplementary to an act entitled 'An act to 
authorize the extension, construction, and use of a lateral branch of the Baltimore and 



SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 11 

Ohio Eailroad, into and "within the District of Columbia,' passed December, eighteen 
hundred and twenty-nine," as authorizes the construction of the Baltimore and Ohio 
Railroad upon the line now in use in the city of Washington; and so much of the act 
approved May twenty-one, eighteen hundred and se venty-two, entitled ' ' An act to con- 
firm the action of the board of aldermen and common council of the city of Washing- 
ton, designating a depot site for the Baltimore and Potomac Railroad Company, and 
for other purposes," as authorizes the said company to lay its tracks on Sixth street, 
and to construct a depot at the corner of Sixth and B streets, be, and the same are hereby, 
repealed. And on and after the first day of July, eighteen hundred and eighty-four, it 
shall not be lawful for said companies, or either of them, to maintain their tracks or 
run their trains in the city of Washiugton, except upon the routes hereinafter desig- 1 
nated. 

Sec. 2. All the tracks of the Baltimore and Ohio Railroad Company shall enter the 
said city at the northern line of Boundary street where it is intersected by Twelfth 
street east, and shall thence follow the line of Twelfth street east to Lincoln square, 
thence through said Lincoln square to North Carolina avenue; thence along the line 
of the said North Carolina avenue to its intersection with New Jersey avenue ; thence 
across Reservation seventeen to South Capitol street, and thence in a curve to the 
present line of tracks on Virginia avenue. 

Sec. 3. All the tracks of the Baltimore and Potomac Railroad Company shall enter 
the said city on the northern shore of the Eastern Branch of the Potomac River at a 
point between L and M streets south, and shall thence follow the line of tracks as noAv 
laid: Provided, That Congress may at any time direct that the tracks shall be raised 
so as to conform to the grades shown on the plan hereinafter referred to. 

Sec. 4. From the junction of the tracks of the Baltimore and Ohio and Baltimore 
and Potomac Railroad Companies on Virginia avenue, immediately west of South 
Capitol street, the tracks of the said companies shall be laid and used iu common, and 
shall follow the line here stated, to wit, from the point of junction above mentioned 
along the line of said Virginia avenue to Seventh street west, thence aloug the street 
on the south of the reservation at the intersection of Virginia and Maryland avenues 
to Ninth street west, thence along the line of Maryland avenue to the Long Bridge. 

Sec. 5. On the lines thus specified the tracks shall be constructed in accordance 
with the plans and specifications presented to Congress by the Commissioners of the 
District of Columbia, with their report of December fifth, eighteen hundred and eighty- 
one, as follows, to wit : On the line of the Baltimore and Ohio Railroad Company, on 
Twelfth street east, from Boundary street to G street north, the tracks sball be laid 
on the established grade of said Twelfth street east; on Twelfth street east, from G 
street north to Maryland avenue, the tracks shall be laid in an open cut ; on the line 
of Twefth street east, from Maryland avenue to Lincoln square and also through 
Lincoln square, the tracks shall be laid in a closed and covered tunnel; on North 
Carolina avenue, from Lincoln Square to a point four hundred and five feet, more or 
less, west of Second street east, the tracks shall be laid in an open cut, with beam 
tunnels at the intersecting streets, as shown on the plans hereinbefore mentioned ; 
and on North Carolina avenue, from the point last mentioned to the point of junction 
on Virginia avenue, immediately west of South Capitol street, the tracks shall be laid 
on a viaduct. 

On the line thus described for the Baltimore and Ohio Railroad Company no more 
than two tracks shall be laid. 

On the line before described for the Baltimore and Potomac Railroad Company the 
tracks shall be constructed as follows, to wit: From the intersection of K street south 
and Sixth street east to the point of junction on Virginia avenue immediately west of 
South Capitol street, the tracks shall be laid on a viaduct. 

On the line thus described for the Baltimore and Potomac Railroad Company no 
more than two tracks shall be laid. , 

On the joint line for the two companies before described the tracks shall be laid on 
a viaduct from the point of junction on Virginia avenue, immediately west of South 
Capitol street, to a point between Four-and-a-half and First streets west, and in an 
open cut with beam tunnels or bridges at intersecting streets from that point to the 
Long Bridge. 

On the joint line thus described no more than four tracks shall be laid, except the 
necessary switches at the points selected for depots. 

All the lines of tracks herein specified shall be constructed in strict accordance with 
the plans and specifications presented by the Commissioners of the District of Colum- 
bia, before referred to : Provided, That "the said Commissioners shall have authority, 
upon application of the company or companies interested, to modify the details of said 
plans during the progress of the work, when, in their judgment, it becomes necessary 
to do so ; but such modifications shall not be to the prejudice of the public interests in 
regard to the proper protection of the highways passed under, over, or through by the 
lines of tracks before described. 

Skc. 6. A union depot for passengers and express freight and for no other pur- 



12 SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 

poses, shall be erected jointly by the Baltimore and Ohio and Baltimore and Potomac 
Railroad Companies, at snch point as they may select, not on the property of the 
United States, in the immediate vicinity of the joint line before described. 

The said companies may, in addition, erect a union freight depot in the immediate 
vicinity of their joint line, or each company may erect an independent freight depot 
or engine house at any point of their line or lines west of South Capitol street and 
south of Maryland avenue ; each company may construct the necessary switches and 
turnouts to connect said depots or engine houses with their main tracks, but no depots 
or other buildiugs of either of said railroad companies shall be erected on land belong- 
ing to the United States. The said railroad companies, or either of them, are also 
authorized to locate stations at such points on their underground lines as they may 
select with the approval of the Commissioners of the District of Columbia, and to con- 
struct the necessary steps and other structures to afford access to these stations from 
the streets. 

Sec. 7. Upon the completion of the depots and lines of track before described, the 
aforesaid railroad companies shall remove all tracks, buildings, and structures of every 
description, now occupied or used by them, or either of them, upon the streets and public 
places in the city of Washington, except so much of them as shall coincide with the 
lines described and specified in this act. 

Sec. 8. The expense of constructing the line of railroad herein prescribed for the 
Baltimore and Ohio Railroad Company, from Boundary street to the point of junction 
on Virginia avenue, immediately west of South Capitol street, shall be paid by the 
said company; the expense of constructing the line of railroad herein prescribed for 
the Baltimore and Potomac Railroad Company from Virginia avenue, at Eighth street 
east, to the point of junction on Virginia avenue, immediately west of South Capitol 
street, shall be paid by the said railroad company ; the expense of removing the tracks, 
buildings, and structures now occupied or used by these railroad companies shall be 
paid by the company now occupying or using them ; the expense of constructing the 
joint line of railroad and the union depot herein specified, shall be paid jointly by the 
Baltimore and Ohio and Baltimore and Potomac Railroad Companies ; and in case the 
said companies cannot agree on or before the first day of January, eighteen hundred 
and eighty-three, upon the proportionate part of the said expense to be paid by each, 
then the terms of such joint construction shall be fixed by the supreme court of the 
District of Columbia. 

No expense on account of the requirements of this act shall be incurred or paid by 
the United States or by the District of Columbia. 

In case of any disagreement between the two said companies as to the rights or ob- 
ligations conferred jointly upon them by this act, the matter in dispute shall be settled 
by the supreme court of the District of Columbia; and the said court shall have juris- 
diction of such cases, and its judgment thereon shall be final. 

Sec. 9. The aforesaid railroad companies, or either of them, shall have the right 
to acquire, by purchase or gift, such lots adjacent to the lines of their roads herein- 
before described, as, in the opinion of the Commissioners of the District of Columbia, 
may be necessary for the purposes specified in section six of this act. And in case the 
owner of such necessary lots shall be absent from the District of Columbia, or shall 
refuse to convey the same upon such terms as the said companies, or either of them, 
shall approve, or because of infancy, coverture, insanity, or any other cause, shall be 
legally incapable of giving such conveyance, then it shall be lawful for said compa- 
nies, or either of them, to apply to a justice of the peace of the county of Washington, 
who shall thereupon issue his warrant under his hand and seal, directed to the mar- 
shal of the District of Columbia, requiring him to summon a jury of twenty citizens 
of said District, none of whom shall be interested, or related to any person interested, 
in the said lots, or a stockholder, or relatated to any stockholder, in the said compa- 
nies, or either of them, to meet on lots so required, on a day named in such warrant, 
not less than ten nor more than twenty days after issuing the same, to proceed to value 
the damages which the owner or owners of said lots will sustain by the use or occu- 
pation of the same by the said companies or either of them; and the proceedings, duty, 
and authority of said marshal in regard to such warrant and jury, and the oath or 
affirmation to be administered and inquisition to be made and returned, shall be the 
same as are directed and authorized in regard to the sheriff by the thirteenth section 
of the act of the general assembly of Maryland, passed the sixth day of May, eighteen 
hundred and fifty-three, entitled "An act to incorporate the Baltimore and Potomac 
Railroad Company," and all other proceedings in regard to such jury and the estima- 
tion aud valuation of damages, and the payment or tender of payment of any dam- 
ages ascertained by such valuation and effect thereof, shall in every case and every 
respect be the same as is provided in and by the above mentioned act of corporation. 
If the said railroad companies, or either of them, or the owner or owners of lots 
before referred to, shall be dissatisfied with the verdict thus rendered, and no arrange- 
ment being made between them, either party may appeal to the supreme court of the 
District of Columbia within thirty days from the rendition of the verdict of the jury, 



SITE FOR A UNION DEPOT IN CITY OF WASHINGTON. 13 

in the maimer and upon the conditions .specified in sections two and three of the act 
of Congress approved March eighteen, eighteen hundred and sixty -nine, entitled "An 
act supplementary to an act entitled 'An act to authorize the extension, construction . 
and use of a lateral hranch of the Baltimore and Potomac Railroad Company into and 
within the District of Columbia,' approved February fifth, eighteen hundred and sixty- 
seven" ; and the said supreme court of the District of Columbia shall have jurisdic- 
tion of all such cases, aud shall hear and determine the same after notice to' all par- 
ties, without the intervention of a jury, and the judgment of the said court shall be 
final. 

Sec. 10. Congress reserves the right to amend, alter, or repeal this act. 

S. Mis. 15 3 



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